Reenforced rail



Oct. 4, 1932. w, DILLON REENFORCED RAIL Filed May 2. 1931 Patented Oct. 4, 1932* uNiTE n srArss- PAUL W. DILLON, OF STERLING, ILLINOIS REENFOR-GED RAIL Application filed May 2,

This invention has to do with rails, and more particularly of the character providing tracks for railway cars and the like.

It is one of the important objects of this invention to providea rail of this character embodying means for reenforcing the same particularly against bending stresses.

Another object of the invention is to pro vide track construction wherein the portions of the rails bridging the ties are reenforced to resist bending stresses.

A further object ofthe invention is to provide means affording maximum reenforcement for rails, said means being of such a character that it requires a minimum of weight.

Another object of the invention is to provide trussor arch-shaped reenforcing means for rails.

In accordance with the general features of the invention, in the formation of the rail,

the same is rolled and simultaneously provided with integral waving or zig-zagging ribs on its web, and the rails thus formed are preferably laid over the ties so that adjacent rib portions are located symmetrically between adjacent ties and are arranged trusswise, that is, like an inverted U or V, to thereby offer maximum resistance to bending of the rail between adjacent ties. By provid- 0 ing ribs, it will be apparent that the weight of the rails is only very slightly increased, while the reenforcing effect of the ribs is very substantial.

Further important objects and advantages of this invention will be apparent from the disclosures in the drawing and specification.

The invention, in preferred forms, is illustrated on the drawing and hereinafter more fully described.

Figure 1 is a fragmentary sectional view showing one form of rail constructed in accordance with the present invention and mounted on a plurality of ties, the rail being shown in elevation.

Figure 2 is a view similar to Figure showing a modified rail construction.

Figure 3 is an enlarged fragmentary sectiona-l view taken approximately in the plane indicated by the line IIIIII of Figure 1; j

1, but

1931. Serial No. 534,527.

Figure 4 is an enlarged fragmentary sec tional view taken approximately in the plane indicated by the line IVIV of Figure 2.

Referring now more particularly to thedrawing', wherein the same parts are indicated throughout by the same reference characters, the rail 1 is shown mounted on ties 2, the web 3 of the rail having formed preferably integral therewith a continuous waving or zig-zaggingrib 4 on each side thereof. It will be noted that the track or rail V 1 is so located with respect to the ties 2, that the adjacent rib portions 6 are arranged in" the form of an inverted U or V substantially symmetrically between adjacent ties 2, 'so 5'. that said portions 6 together constitute a substantially truss or arch-like reenforcing structure which is highly resistant to bending of the portion of the rail between adj a- H cent ties 2, the stresses being caused by pres- O sure of the wheels passing thereover. Allowing for the proper factor of safety," of course, the rib portions 6 are arranged'to oifer maximum resistance to bending at the 7 middle of each rail span, which is the loca 5" tion of the greatest bending stress.

In Figures 2 and 4:, the base portions 8 of the rib portions .9 are connected by the rib port-ionlO extending substantially parallel to the rail 11, the ends of the base por- 0" tions 8 being disposed substantially in alinement with the sides 12 of the ties 2. The ties 2 being spaced apart the same distance in 'both'figures, it will be'apparent that the rib portions 9 meet adjacent the upper portion of the web 13 in a truss-like structure which issubstantially 11'1016,I,C1lt8i than the corresponding structure of Figure 1. This provides for a more pronounced bracing and reenforcing effect offthe rib portions '9.

While the rib portion'lO does not provide the reenforcing effect which is true of the base portions Yet the structure ofFigure 1, yet it will be evident that the portion of the rail carrying the rib portion 10 is not subject to as great a bending stress as the portions of the rail located over the spaces between the ties, so that the construction of Figure 2 will serve to adequately reenforce and brace the rail 11.

A It will be seen from the foregoing that I have provided a rail structure embodying means for resistin the bending stresses to which a rail is suject during the passage of cars thereover without materially adding to the weight of the rail.

I am aware that many changes maybe made and numerous details of construction may be varied through a wide range without departing from the principles of this invention, and I, therefore,;d0. not purpose V limiting the patent granted hereon other wise than necessitated by the prior art.

I claim as my invention:

1. A track structure comprising a plurality of spaced ties, a rail carried by said ties, and reenforcing means carriedby said'rail where said railbridg'es the space between said ties, said means having an inverted V shaped truss-like formation. I

2. A track structure comprising a plurality of spaced ties, a rail carried by said ties, and reenforcing means carried by said rail where said rail bridges the space between said ties, said means having an inverted- \l shaped truss-like formation, the bases of said formation being positioned 'over. said; ties. f

V 3. A track rail having. a, zig-zag. reenforc ing rib extending longitudinally along its 1 web, spaced ties for supporting said rail,

the, inverted substantially V -shaped portions Y of said rib being disposed over the spaces between said ties. I

A track rail having fintegralreenfore.

ingmeans comprising a plurality of spaced ribs, each in the form ofa' substantially inverted V, other ribsextending parallel to the length'of the rail and connecting juxtaposed 4Q ends of said ribs, and spaced ties supporting said rail, the first ribs being located over the 7.

spaces, between said ties, whereby. to reen force the rail against bending stresses.

5, A track, rail having integral reenforcing meanscomprising plurality of spaced ribs, each, in the form, of a substan tially inverted 'V, other ribs extending parallel to, the length of the rail and connecting juxtaposed endsof said ribs, and spaced ties 0 supportingsaid rail, the first ribs being located over the spaces between said ties, wherebyto reenforce the rail against bending stresses, said ribs being narrow relative 7 r to. the widthxof said rail, to thereby provide 7 5 maximum" reenforcing means with a mini- 'j "mum ofadditional' weight. 1

In testimony whereof I have hereunto sub-- scribed my name at 5 Sterling, Whiteside County, Illinois. Y Q i PAUL DILLON' 

